Automatic train-control device



H. G. DAVIS.

AUTOMATlCgTRMN CONTROL DEVICE. APPLlcAHoN FILED sEPLzx, 1914. BENEwED JuLY'zl. 1922.

Patented Sept. 5, 1922.v

5 SHEETS-SHED l.

H. G. DAVIS. Auommc TRAIN coNTRoL nsvlcE.

APPLICATION FILED SEPT. 2l, 1914. RENEWED JULY 21,1922- 1,428,5 1 1. PawnwSept. 5,y 1922.

5 SHEETS-SHEET 2.

H. G. DAVIS.' AuToMATIc TRAIN coNmoL DEVICE. PPUCATION FILED SEPT. 21,1914- RENE'WED IULY 2 1. 1922. 1,428,51 l. PatentedSept. 5, 1922.

5 sHEEls-SHEU 3.

H. G. DAVIS.

AUTOMATIC TRAIN CONTROL DEVICE. APPLICATION FILED SEPT. 21, |914- IIENEWEIDJULY 2l, I922.

1,428,51 1 PatentedSept. 5, 1922.

5 SHEETS-SHEEI 4.

H'n A-uToMATIc TRAIN-CONTROL DEVICE. ARPLICATION FILED SEPT. 2l. 1914. RENEWED JULY 2l. i922.

Patented Sept. 5, 1922.

5 SHEEIS-SHEEI 5- Patented Sept. 5, 1922.

UNITED STATES OF PHILDELPHIA, PENNSYLVANIA.

AUTOMATIC TRAIN'-COJT\TTROL DEVICE.

Application filed September 21, 1914, Serial No.` 862,754. Renewed .Tuly 21, 1922. Serial No. 576,650.

To all. wlw/m, t may concern.'

Be it known that I, Hanni' G. DAVIS, citif/.cn ot the United States, residing at Philadelphia, in the county oif Philadelphia and State of Pennsylvania, have invented. certain new and useful Improvements in Antomatic '.lrainontrol Devices, of which the lollowing 'is a specification.

My invention relates to automatic train contro devices and particularly to means for making a service application ot brakes when two trains approach within a predetermined distance ot each other or when a train carrying a mechanism herein described exceeds a prescribed rate of speed.

The object of the invention is to simplify the structure as well as the means and mode ot operation of train control devices whereby they will not only be cheapened in construction but will. be more ei'licient in use, positivo;

in action, reliable and unlikely to get ont of repair.

Many automatic train stopping devices heretotore devised have contemplated the use ol: the emergency brake at each operation. The application off the emergency brake at :frequent intervals or at times other than those ol extreme necessity is unnecessary and h i gli ly obj ecti enable.

One ot the primary objects olf this invention is to provide means tor automatically oiierating the engineeids brake valve to malte a service application olf the brake and tierealtcr to automatically return the cngineei"s valve to the lap position.

lli, vtrut/her object is to i,)rovide automatic moans 'for regulating the degree et applicarliion o'lE th?I aliI brake in accor .ance with the speed ot the train.

i A. tnrthcr object olf the iinvon tion is to so connect the automatic operating mechani .n

and the engineers brake valve and the throt-` tle lever that said elements will be under the manual control ol? the engineer.

y/\` tnrthcr object olf the .invention is to provide means for :niton'ratically closing the 'throttle valve olf the ci inc simultaneously with the application oilE the brakes. v

lilith the above primary and other'incidental objects in 'v nv, as will more vfully appear in the speciication, the invention cons" ls o'l ther 'hiatures oit con', lruction, 'the parts and mibinations thereof, and 'the mode ot operation or their equivalents hercinail'ter described and set 'toi-th in the claims.

',llu` invention'l'orining the subject mattery the air hereotl is applied in conjunction with air brake systems such as are now commonly in use. The use of the present invention does not necessitate any changes in the construction of the air brake mechanism or variation in the operation thereof. Such air brake system forms no part of the present invention and will not be shown nor described except so far as may be necessary for a coinplete disclosure of the invention. The .invcntion has been shown and described in combination with parts or' an air brake system oit the lVestinghonse type. lt is to be -indfn'stood however that the drawings are somewhat diagrammatic, no attempt having been made to show the air brake part and the control mechanism in their proper relative proportions.

Referring to the drawings, Fig. l is a side elevation of the assembled mechanism togetherwith the related. air brake parts, the throttle lever of the engine and the electrical control devices and connections, the .latter heilig' shown diagrammatically. In this ligure the mechanism is vshown in its normal or running condition. detail view of' a inodilication or addition to the construction shown in Fig. l. F ig. v2 is a pen view and Fig. 8 is an end elevation ot the automatic control` -inechanism, the latter being a view taken from the right of Fig. 2. Fig. 4l is a side elevation of the mechanism in a modified form, the parts being shoi'vn 'in the first stageot their operation by which the engineer-s b 'ale valve .is shit'ted to service position, inalringja service application oll the brakes, and by which the throt. e `valve closed- Fig. 5 is a similar view ot the mechanism :illustrating the second staffe oit' the operation thereofbywhich the e gineers brake valve is returned from service to lap position. Fig. 6' is a detail perspectivey view of they actuating bars in their normal or running positions. F ig. 7 .is a detail plan view of the parts shown in Fig. 6. Fig. 8 is a detail plan .viewillustrating the interchangeinent ot the operating parts prelmratory tothe secmid stage o'lf operatifm by which the engineersYy blalice lever is shitted 'from service toylap position. Fi. i) is a detail view plate in i iorinal or running position. Fig. 'l0 is a similar detail view oi" the cani plate in itsl operated position..` Fig. ill is a diagrammatic view oi" the clr-mtrical circuits ol two opimsing trains upon the saine track.

Fig. la is a` Fig. l2 a diagrammatic view oit a modification oit the electrical circuits shown in liig. ll.

Like parts ere indicated by similar characters oil reference throughout the several views.

The presentsystem oit train control. om4 bodies two electrical conductors arranged parallel with the track und a v ibretiivf' contact carried by each train, intern'iittently bridging the condu zto'rs and in the inter-ven ing intervals connecting electrically ener gized brake control members carried by the train into the conductor circuit. The electrical connections are such that es the vibre-- tor moves in one direction, the elertricelly energized breite control members ere bridged across the conductors, while upon the movement o'r the vibrator in Athe opposite direction such brake control members exclud ed 'from the circuit and the conductors ere connected directly one to the other.

rlhe electrical capecity o' the brake control members is such that il the conductors :ire bridged by an opposing train or other Wise, at aremote point during the interval that the control members are in the circuit, the resistance afforded by the intervening length of the conductors Will 'prevent the operation of the brake control members. Then the trains approach dangerously' close one tothe other upon the same tricl: thereby reducing the resistance aflorded by the intervening lengths of' conductors, the brake operating dev`3es `"vill be energize/l by ch bridging 0l the conductors, when the approacl'iing trains are separated a predetci`- mined distance.

l No attempt is made to synchronize the yibrators ol the separate trains but to the contrary, means are provided ior operatinr" the vibrator at irregular intervals which te gether with the variations iu speed of the two trains will, in the course ot a short cycle of operation, cause the vibrator ot one train to bridge the conductors et the seme time that the vibrator ol the opposing trein has brought its corresponding brake operu'iug members into the circuit.

Each train set ofi mechanisms is lcomplete Within itsell and is dependent upon an opposing mechanism only lor the function of bridging the conductors. In order that the resistance of the conductors may be dolinitely proportioned to the distan .e at which the mechanisn'i oi the opposing train shui operate, edditimal resistance elei'ueuts muy be introduced into one or both the conductors, thereby causing the resistance ol? the conductors to decrease .in definite steps as the opposing trains pass the ri-isistauce units.

The system is so arranged that when the circuit is closed through the brake oilierating devices, the air pressure is relieved, causing application ol' the breites. The system re- 'l'e rrd to a closed circuit system5 the cir cuits of which are protected by electrical devices so arranged that in the event oll the breakage or interruption ol the electric open ating circuit such devices will automatically operate to apply the brak is.

Vibleiferring to the drawings, 'i is the engineers brake valve ol 'the lllestinghouse type by which the air braille system is monually controlled. Tl e control leve l" the to live diilerent bralre valve is adjustable operative positions, viz.. rele .sing position l.) running position ll, lap or neutral position lll, service position lll, i al emerge oosition V. The engin'cerls breite 'valve l is connected with the main reserver the pipe line l. (Conn/ec l with the eingineers bralre valve l by a pipe l' is :in equalising reservoir The mei d eoLuelizzi reservoirs together with the iYineerls brune vulve are component 'i the ordinziif; air broke systen'i. l ver is the ordinary lever by w argine is controlled and is nianuellj-7 o :crate-d by the engineer in the usuel nninner. iowever .in the present constrinftion ni ri alter described, are provided i returning it to lai position. n particularly to Fig. l which shows sembled apynufatus in its neutral or runniuli'r condition, the operating parts ol" the apparatus supported upon main Ironie comprising` a `vertical u'all plate S :and a bese '5'. Ait one end ot the main tremo there `is provided a .'ertical bearing sleeve Ill) within which is journalled the shaft oit ernoi.' l2. @n the opposite end ot tv trame is located a horinontal beari sleeve lll in which is slidingly mounted i.. reciprocatory operator slide bei' lil. .in a mulini position upon the main traine iziteruied reciprocetory heed lo by which the acte: .or bars hereinafter described are moved into and out oil operative positions.

rlhe governor l2 is olf the centi-Kugel type and is driven in any convenient manner from any suitable moving part ot Athe engine. Either formed inthe body7 oli the governor shalt ll, or carried thereby. is '.i Worm gear 'itl driving' a worin wheel l5) sullably iourualled in the main iraiue.

livoted upon a bracket arm 2O p1'o' iectin 1 from the bearing sleeve l0 and engging a crank pin 2l in the Worm wheel il), is` :in oscillatory slotted lever 22 to which are pivoted two reci'iroezitory actuating bars 23 :1nd 524. rlhe actuator bars 23 and Qfl :ire moved to und 'fro by the rotary movements ldd ot the worm wheel 1S). They are supported upon their forward ends by rollers or etude 25 carried. by the head lo, and are capable oit vertical adjustment about their pivotal connections with the osiizillatory lever 2l. by the vertical movement olf the head lll. The construction is such that the vertical adj netnient oit the head 1G will move the actuator bars 23 and into and out et operative position.

The actuator bar is a pushing member, el'cctive o nly in its forward movement or toward the lett in the drawing, to shift the operator slide as hereinafter described. The actuator har 24 is hook shaped. or provided with a lateral lug- 26 whereby, upon its .retrograde movement, it exerts a pulling action upon the slide let to retract the slide which has been previously advanced by the action oi: the actuator bar The operator slide l/l is provided with an oilset or shoulder 27 on. its upper :tace with which the extremity of the actuator bar 28 engages to advance the slide towards the left in Fig. l.

The actuator bar 23 is capable of vertical movement independent of the second actuator bar 9A and independent oit the head 1G. 'lhe act'i'iator 28 is normally held in an elevatcd position above the plane oit the operator sli de 14, by a reciprocatory plate 28 slid.- ing vertically in suitable guides or keepers 29 oit the main frame. The sliding' plate 28 actuated by means of a lever 8O pivoted upon the main frame and engaging` the plate Q8 at one extremity while at its opposite extremity it carries an armature 3l extending within the Zone oil' influence ol an electroinagnet 32. When the magnet 32 is energized and the armature 3l is attracted thereby, the plate 28 is lowered, thereby permittine' the actuator bar 23 to engage upon the operator slide 14:.

lt is to be nude stood that the actuator hars 2?; and 24; are being' continually reciprocated in unison with the rotation oli the worin gear jl'). Upon :its succeeding; 'lierward, movement. after beine` lowered into engagement with the operator slide, the actuator bar 23 will engage the shoulder 27 to advance the slide, toward the lei'ft in the drawing, to the position shown in Fig. it.

uli spring detent 33 engages one oi' a series ot notches in the face of the operator slide l/i to retain the slide in its adjusted position.

'llheojnu'ator slide is slotted. throughout a portion o.i its length and within such slot there is pivoted a hook plate 34 having` a shoulder $35 adapted. to interenggagge with the hook or ollset 26 o'l the actuator bar 9A when the hookv plate and actuator bar have been moved into operative positions. The reciprmatory 'plate 2S provided with an inclined shoulder or cani surface 3S which engages an ettension or linger 36 on the ,hook plate till, as the plate 52S is: moved upward `to retract the hook plate 34; against the tension ol' its spring; 37. The shoulder 35 is thus nornuilly held out oit' the path oit the hook or lug` 2G olf the actuator 2a. rlh'is is clearly Shown in Figs. G and 9. Upon a downward movement ot t ie sliding plate 28 the hook plate fle/lis permitted to advance under the influence e'' its springgy 37 the cam face 38 is withdrawn lironi engagement with the eK- tension or linger 3G until the shoulder 35 oi the hooi; plate Sel. is projected beyond the iare of the operator .slide la into position to be engaged by the actuator bar 24 upon its :retrograde movement.

The actuator bar 2li; normally occupies a position in a plane below that ot the operator slide lil, as shonui in Fig'. il, and is elevated into position to engage the shouliler `35 oli the hook plate El by the upward movement of the slidingl head 1G. rlhe actuator har 2 will engage the hook 85 oit the hook plate 3a to retract the operator slide upon its next succeeding` reti-active movement after having' been elevated by the position oi the head lo.

By its reciprocatory movement the operator slide ll shifts a slide valve 89, with the stem 40 of which it is connected by a pivoted lever li. The valve chamber l2 Awithin which the slide valve 39 reciprocates, is connected by a pipe i3 with the main reservoir 3. The ports 414-. and l5 which are opened and closed. alternately bythe sliding' movement oit the valve 39, comn'iunicate through corresponding pipes all and with the opposite ends oit a cylinder 4G. As shown in the drawings, the normal position of the slide valve is such that both ports le and a5 are open to atmosphere through the usual exhaust outlet 39', and are closed against the air pressure of the main reservoir which communicated to the valve chamber l2 through the pipe line 4:3.

Located within the cylinder ilis a reciprocatory piston Al?q the stein o'l: which 'is connected by a piti'nan 47 with a radially disiliosed oscillatm'y arm l connectei'l to and movable in unison with the manual coiitrol lever f2 of the enaineers brake valve l.. loth ends of the cylinder L6 being normally open to the atmosphere through the pipe lines 4e and e5 and the ports le and lo and exhaust outlet7 the engineers brake valve is tree for manual adjustment. During' such manual adjustment the piston 417 will be reciproeated within the cylinder 4G.

lmcated upon the side olf the cylinder -lG are two air chambers 48 and 459 in each oli which are mounted reciproeatoi'y plungers o() and 5l i"espeittively7 adapted to be proj ccted into the cylinder lo ap'ainf-it thetension el the retr l A li; The plunder 50 is so located t y n; `will be projected into the path oi 'the pieton 4.7 to arrest it in its movement lroni runningl to service position.

the detent i() is permitted to drop into engmgeiiuii; with the pull rod only when the throttle lever is iu closed position. The nmvement o the throttle lever 'i' away from closed position causes the stud 741- to engage the inclined 'tere ol the pivoted cam plate 75l and thereby litt the detent 70 out oit engagement with the pull rod G9 whereupon. the rod and the cam plate GG are retracted by 'the spring; 7:3.

Thus the automatic mechanism may be locked in inoperative position so long' as the throttle 'remains closed. However upon the initial movement ot the throttle lever or control lever into operative position, the control mechanism is automatically unlocked.

It will be understood that the operation oi? restoring the autom atiev mechanism occurs before the air pressure in the edualizing chamber 6 and in tbe cylinder 61 has been restored to normal. The retraction actuator 24. at such time will be held in its elevated position in the path ot the shoulder 35 ot the lxoolr plat J 34 and would immediately reen ,frane the hooi; plate to return the operator slide it means were not provided to prevent such action.

To retract the hook plate 34tagrainst the tension ot its spring' 37 to move the hook or shoulder out ot the patb ot the retractinej actuator bar Qd and thereby permit the operator slide 14. to be restored without interference with the actuator there is provided in the guides or keepers 29 a second reciprocatory cam plate 'TG identical in (form and operation with the cam plate 98 but normally assuming a depressed position whereas the plate 28 is normally elevated. Pivoted upon tbe main trame at 7T is an actuatinglever 78 @imaged at one end with the sliding' plate 76 whereby the plate will loe elevated by the oscillation ol" the lever. Formed on. the lower side oi the lever 7S is a cam surface 79 en /vl eed lj a stud 8O carried by the oseillating` ,ani plate 6G. The mustrruxtion is such that as the cam plate (3G is oscillated to restore the mechanism, the stud 90. actingr upon the cam plate 79, clcvates the lever .70 to corresnondiugly ele vate the sl id in if cani plate TG. The cam plate 76 is provided with an. inclined tace correspendingwith the inclined tace ot the cani plate E28 adapted to en the linajer or extension 3G of the bei k l to press the bool; plate out oi the path oit the actuator bar lfl-A against the tension et the spring;` Si?.

Ylu order that i'he application oit the air brake may be made proportionate to the speed ol the train. orfn other terms.. in order that the degree olf service application ot the brakes may be extended through a greater or less period oi time betere the ennineers brake lever is returned to lap position accordance with the dep/free of brake action necessary to arrest the momentum of the train,l it necessary that the interval. of time between the engagement of the pushing or initial actuator 23 with the operator slide llt and the engagement et theretractin g actuator 24v. with the slide be varied. To this end the sliding head 16 is not connected directly or positively to the stem ot the piston 62 but the construction is such that the piston 62 is permitted a greater or less initial movement in an upward direction before the bead 16 is operated.

The sliding head '1G normally rests upon a stop 82 projecting from the guide ways 15 of the main frame and limiting the downward movement of the head. 16. Attached to the lower end o1 the stem o1 the piston 62 is a supporting head 83 upon which is slid ingly mounted in suitable ways or guides, a reciprocatory wedge shaped or inclined member 811, The lower face of the sliding head 16 is inclined to correspond with the inclined tace of the sliding' member 84h The mem-` ber 84 is connected by `internm-idiate links 85 and 86 with the governor lever 87. The construction is such that the inclined member 84 is capable of simultaneous vertical and reciprocatory movement.

The governor lever 87 is pivoted to the frame arm 20 and engages the sliding collar of the governor, whereby, as the speed of the governor increases and the Sliding collar is drawn upward against the tension of the `governor spring', the governor lever 87 is oscillated to shift the inclined member 84h toward the left in Fig'. 1 a distance proportionate to the speed ot the train.

Upon the initial upward movement oit the piston 62 under the influence of the spring; 63 when the air pressure has been relieved, the head or support is elevated in unison therewith, carryingthe wedge shaped or inel ined member S4; upward independent oil: the head 1G, until the inclined member engages the lower inclined 'face of the sliding head 1 6 whereupon the sliding head16 is moved. in unison therewith. The degree o't initial independent movement of the said parts will be dependent upon the relative position ot the inclined member 84 upon the head 1f the train and lgovernor are being operated at a very high rate et speed the inclined member 811- will have been shifted tonf'ard the lc'lt in Fig. 1 shown by dotted lines, and a movement of.' the head 33 and inclined member S4- of `sneater extent will be permitted before the slid ing head 16 is engaged and moved therewith.

After the operator slide 14 has been advanced by the pushing actuator bar to make a service application of the brake, the operator slide will not be retracted to return the brake mechanism to lap position until the sliding head 16 has been elevated to correspondingly elevate the retreating actuator 2e into the plane et the operator slide 14.

Therefore the intervening; period ot time duringl which the brake inechaniein remaine in service petition, is dependent upon the relative position oit the inclined member Sli at the time the service application made. Il" the Speed oit the governor ie very high and the ineinber Se ie at the extreme liinit olf its Stroke, a greater period ot tinie will intervene heitere the inclined member engages and liite the Sliding` head 16 than Vwill intervene if the inclined nieniber 84 is: the oppoeitc liinit of stroke where it will nornially he in contact With the .inclined tace ol3 the head 1G, as shown by solid linee in Fig. l. Thue` the period et Service application la automatically proportioned in direct ratio to the speed olf the train.

The relative length ot the period ol" operation may he varied by the adjustment ol. the sci-env tln'eaded sleeve Glf, thereby increating` or (iliininishing the tension olf the spring; (5-5. The position of the Sleeve 6l in relation With a scale as in Fig. i indicates the tension of the spring` and consequent period brake operation.

ln Fig'. l shown a feature which inay be added to the construction shown in Fig. l to automatically render the apparatus inoperative When the engine is being housed. ln this construction there is pivoted to the inain traine a spring actuated lever Sil oscillated against the tension ot its` spring); by the engagement et the Stud .85 when the inclined member 84 is at the limit oit' its stroke toward the right in lling. l. Kinn/ected to the lever Se .ie a reciproi'latory cain bar 76', the inclined 'tace ot which engages and elevate@ the cani plate 76 when the inclined Ineinber 84 nieves to its: initial position, The plate 76 then holde the actuator 23 eleva-ted.7 even though the brake magnet 32 may be energized. This deyice is optional and is' not necessary to the surfaceL inl operation of the apparatus.

In order that the brake applying nicchanieni may he automatically operated to nlalic a service application ot the brake in the event that the electric controlling` circuit is interruptech broken, or becomes dc'fcctire, there ie in'ovllcd in the controllingi circuit a aalety magnet S8, the armature H9 or which is :arricd `upon a pivotcd crank arin 9i). '.l he ealiety magnet SS is o'l3 auch electrical fapacity and so connected that it will he nornnally energized, thereby holding it;I argiature S9 in an elevated position. ln event that the controlling;` circuit is broken the safety magnet 88 ie deinagnetized permitting; its armature 89 to talh thereby oecillatingthe pivoted crank 90 and calmingv the opposite arin thereoit` to engage a lug); 9i upon the operator slide le. The Weight et the armature 39 is Such that in falling' it causes; the operator Slide le to be shifted by the engagement oit the crank 90 with mesnil the lug` lll. to coi'reapoinliugly ahilit the slide valve to open the port Ll-t thereby niakin` a service application et the braken.

t nier-ns were not provided for renderiua' the retractiing)1 actuator inoperative in the event that the mechanism ie operated by the release oit the sa licty magnet, the retracting actuator -ilwould, atte-,r the proper in,- terval olf tinie, tend to return the parte to lap position. ly its retract-ive action upon the operator slide 141 it would cane. the c 'anlr arin 90 and armature S9 to be thrown violently upward. rlhe Safety magnet (Q8 being clenniglietizcd Would not hold the armature in ita elevated poeition. rllhe farinature would again drop only to he repeatedly elevate/7` by the retracting;` actuator 2i.

To prevent Such action there in pivoted to the crank arni 90 a Stein 92 which iu adapted to engage the extended arin oil." the lerer 7S when the crank arni Q0 ie" deprcfr-tcih thereby oecillating the lever T8 to elevate the slidingv cani plate 76 independent ol the action et he oscillatory cani plate GG.y tllereby retractinp; the hoolr plate Se; against the tension ot ite spring 37 to Withdraw the Shoulder 35 :troni the path of the rctracting actuator 24.

To restore the armature 89 there ie pivoted to thc niain traine a detent arg'n Sl?, adapted to engage a notch or Shoulder @et in the crank arm. 90 to prop or support the crank erin and arnniture in their elevated peition.

To escillate the detent arin and the crank airin 90 upward into position to be eng: ed one `with the other, there ie pivotally connectedr to the oecillatory earn plate GG a reciprecatory push rod which engagea the detent arin or prop 93. Tfslhen the pull rod 69 operated to reetore the parte, the oscillation oit the cam plate G6 ele'vates the push rod 95 thereby oscillating the detent arni or prop 93 which in turn bears; upon and oscillatcs tlc crank arin 90 until engaged with thc Shoulder fl-l; thcrcol.

The length ot the prop or dctcnt arni 03 and location oli the notch or Shoulder 9%!- upon the cranlr arin 90 are auch that the arinaturc kwill he .Lfupported within the Zone ol" influence of the lectroniaguet HS but not at the upper linut oi the r-atrol-:c ol the cenni: arm 90 and the armature H9. he coin-'truc- Jion ie auch that when the electronnnrnrt ti ie reenereivied it will iil't the armature il) :l'roin ite supported posit-infn thcrelrv dis-iennagringr the notch or almuld-cr ill troni cnjageinent with the prop or deteut ariu ll wlw-.rcupon the fjleteut arin will vlall ln. ity to the pcf-Irion Shown in Solid lin( llivotally Supportefil upon the jiiran'ie arn'i 520 ie an oecillatory arin 9G carrying' theI v.,- hratinn' contact 97 betere mentioned. 'The arrn` 96 is eecilla'led to and i ro under the control ot for rmnfenieace shown as carried upon the shalt oit the worin. `rear 19 and rotating in unison therewith and cngagedby a roller 98 carried by said arm. rlhe oscillating arm 96 is actuated by the cam 99 against the 'tension oit-a retracting spring 100 at irregular intervals. It is to be noted that the cam 99 is provided with cam :l'aces olf' unequal extent and unevenly spaced to produce an irregular operation o1 the vilu'ater arm.

The Vibrating contact 97 is electrically connected with the conductor (t, through a sliding;` contact shoe a. `When oscillated in one direction under the .inlluence ot the retracting spring 100 it engages with a contact 101 electrically connected with the brake control magnet 32. When oscillated in the opposite direction by the action. oit the cam 99a(A ust the tension olj the spring 100, the vibra nl' contact ei'igages with a contact 1.02I which is electrically connected with the secoiul conductor l) through a sliding shoe tf.

The contact 10?J is in'elferably yieldinfigly supported upon a pi voted i in 103 Vwhich capable ot yielding' against the tension oit the spring; 1 0-1. By this construction 'the reenactingl spring; 100 will compensate tor any irregularity in the adjustment oit the contacts 101 and 97 or the Wear oi the contact points while the springl 101- Will compensate for similar lael: oit adjustment or wear upon the contacts 102 and 97.

The Construction shown in Figs. l and 5 Ars from that shown in Fig. 1 and hereore described in that the goif'ernor and its operating; connections are omitted. la the construction shown in F it and 5 the worm rear 19 driven by a Worm 1057 the shalt ot which may be connected with any operating;l portion of the engine but which is vpro'lerably the extremity of the igenerator sha'tt by which current is generated for the operation ot clectroinagrnets loi-mingY parts olf the apparatus. This generator may be d riven in any well known manner :trom the .nioviiug engine parts out preferably operated by means oit a steam turbine of si'iital'ilc sive supplied troni the engineboilcr. The cam 99 is pre'brably continuously operated independently ol' the travel et the engine. .ly the use ot the steam turbine the mechanism will he continued in operative condition durineff such inl/.avais et time that tho engine remains :it rest.` ln this lorin el device the of-:rillated slotted lerer 99 and the vibrator arm 90 are piroted to the hase ot the main 'traine in lieu olf the traine arm 20. 'The cam 99j iu thisI term ot dev'ice, is connected with the gear 19.

The governor having` been omitted from this form ol construction, there is no means for regulating the apparatus to proportion the interval ot time between the service application of the brake and the return of the brake mechanism to lap positioi'i in relation to the speed olz the train. Therefore in the construction shown in Figs. el and 5 the stem of the piston 62 is connected directly to the sliding head 107, corresponding to the sliding` head 16 of the previously described construction. This sliding head 107 operates in the same manner and performs the same functions as the sliding head 1G et the construction shown in Fig. 1.`

The contacts 101 and 102 are shown in `iu- Verted positions in Figs. 4f and 5 and the cylinder 16 ot the brake valve operating` mechanism is shown integral with the `Valve chainber 12, the sliding valve 39 of which is connected directly to the operator slide 141. lVith the exception of these changes in the construction, which do not in any Way alter or modify the operations oit the mechanism, the construction and operation ot the zupparatus shown in Figs. and 5 are the same as that shown in Fig. 1 and previously described.

Referring again to Fig. 1 and to the diagrammatic View Fig. 11, a and o are the cenductors arranged parallel with the track and engaged by the sliding contact shoes 0, and o carried by the train. Located at spaced intervals in one or both conductors, are resistance units. c whereby the resistance ot the conductors will be increased or diminished to a material degree and preferably in definite steps in proportion-to the length et' conductor under consideration. f

Current is supplied for the operation or the electrical devices by a generator d, one side ot' which is electrically connected through the line 108 with the sliding contact shoe li. The opposite side oit the generator CZ is connected through the line 109 VWith the brake magnet 32 and then through the sig;- nal magnet 1341 and the line 110 with the contact 101. As before stated7 the yibratiimr contact 97 is electrically connected tlnfounll the line 111 with the sliding contact shoe 0,.

When the vibrating contact 97 engages the contact 101 the brake operating` magnet 32 and generator al are bridged across the conductors a and l). It at the same moment the vibrator 97 oit the opposing train mechanism Z engages its corresponding contact 102 `which is electrically connected with the sliding` shoe 7) through the line 112 which bridges the conductors a and Z) or connects them directly one to the other, the operatingcircuit will be cmnpleted. Under such conditions the current iiowing through the completed circuit is insu'l'licient to excite the brake magnet 32 to cause it to attract its armature While the trains are at a sate distance apart. However if the trains are within the prescribed operating range or danger zone the brake mechanism of the initial train set X will be operated by the current passing from the generator Z through the line 'ifil and the litio il() to an l to the vihratino,` contact rcwitl and then through the .i slidingy hraie shoe o oit the 'ti i indicated at in Fig. il., and then tti-High the cin'iductor a', ti the hralie :.ioe. of di the second train set Z i L `Iii-ouah the lli. the rihratinfj consecond train set Z with the contact 102 at that nioinent, and then through the to vtl o sliding; contact shoe t oi" 'the train set and then through the i ...oi o hier to t ic sioni.; conta, t s roo o o the initial train set f ilrori W nch it the line Y u on,

the signal magnet S/i, thence 109 to the brake magnet through through the safety magnet e8, thence returning through the line 130 to the contact shoe of, thence through the line 108 to the negative side oi the generator. This closed circuit supplies suiiicient (auront at all tin'ies to enahle the t 88 to held the lever 90 in elevated p ion. Should any accident occur Where wy this circuit is broken or the generator disabled, the safety margriet 88 Will oiC cours-e release the elevated lever 90 the falling` of which sets the inechanisin into operation as hetero described. This, however, is only an emergency or safety device. Under normal operations, the current passing' through this success on. of magi-nen including` the safety magnet is insuiiicient to effect the operation ot the brake magnet However, when the shunt ahove described is flosed whereby a portion oit the current will he passed through the line ll() and the conductor L to the opposite train set and returned to the conductor Z) and line 108 to the opposite side oit the generator Vv-Jithout i issino; through the safety magnet SS the current hezonios suliiiient to energize tl e hralre rnajgnct 3o. lt will he uiulerstood honorer that suiiiciont current will continue to pass through the sa''cty iinnfgiiot S8 to cnalile it to hold the arin Si() in elevated position. flu other words, the hriko magnet cannot he operated through said sari'oty magnet hut is operated hy lnidginfg, the main or norn ally closed cir- .uit lieiloro rclierrcil to to close the circuit indepenlent of the Snot 88. rifhis action oit the hralre magno 72 may not iinnieciately occur it the trains are Widely separated. e5 Under certain con1 'toi-ded hy the length of the coiuluctors (a and l and the included resistance o in said conluctors may temporarily prevent the ope 'aion oil? 'the brake magnet it t ie second train set Z is at a roinoto distance suli'icient t allord a reasonable de- (free et szclety, the resistance oli the condoctors (i and o together with the intcrif'eninge; resistance units c will he siiiliioient to prevent the operation oil the clcctroniagiiiet 32 until the trains X and Z approach into dangerously close proximity one to the other. ln such event the elimination of a portion olf the resistance intervening between 'the two trains will perinit the passage oil? suilicient current to cause the hralre magnet 32 to iii't its armature and therohy operate the niechanisin in the manner hetero described.

it will he understood. 'that the i'ihra'tiugi; contacts 97 of hoth trains are in constant operation. The Contact 9i' oit the train Z, haa/ino hridpged the conductors to close the operating' circuit through the operatingmechanism oit the train set X, as `just described, the contact 97 oit the train set X. will their, in the course oi" operation, engage the contact 102 to bridge the conductors o. and o at a tinie When the contacts or the second train set Z are so engaged as to include the operating magnet 3:2 oit the second train set Z in the circuit, whereupon the inech anisrn of said second set Will he operated. Thus the mechanisms of hoth trains Will he automatically operated to apply the air hralres When the trains approach Within a dangerously close distance. ln addition to the means oi control heitere described, ineans is provided hy Wnich the saine apparatus may he employed to reduce the speed oit the trains to a predetermined rate at certain points in the track.

e lirait of speed at which the train may safely operate such points having heen previously determined., ramp rails 114;, l, are located. between the track rails llo in definite relation therewith. These raap rails are so located as to he engaged hy a o rresponding contact operating' meinhcr 116 carried hy the train. fit the hottoin of Fig'. i there has heen shown a cross section ot the track with a series oi Li'ainp fails located therein .in positions correspending` to maximum speed oi' 20, fill, and 6() iniles. it to he uiulersi'ooffl that these 'liii'ures are merely arbitrary and that other fates ot speed may he adoiiited. lit is to he iurthcr undersmod that While three ramp rails 'lift are shown in Figi. l that in actual nactice only one such rail will he used at a given point, tho said rail heilig.;` so positioned as to engage the contact oper ating nieniher correspondingto the ina-frinnyrn safe speed permitted at that poiiL Slidingly mounted in suitable guide or 'aine 117 located upon the main frame et the apparatus, is a reciprocatory head 118 connected with the governor lever 87 by the link k80 and moving i-n unison therewith.

Thus the degree of movement of the head 118 is dependent on the operation of the governor 12. Carried by the sliding head 118 a contact finger 119, This finger 119 slidingly engages a contact bar 120 located upon the main frame and as the head 118 advances the finger 119 engages successively a series of contact bars 121 of different lengths, thereby electrically connecting said Contact bars 121 with the primary contact bar 120. The contact bars 121 are so proportioned and relatively located that the contact linger 119 will engage each succeeding bar only when the train hasattained a corresponding rate `of speed.

The primary contact bar 120 is electrically connectedthrough the line 122 with one side of the generator (Z. The Contact bars 121, each of which corresponds with a different maximum speed and which are correlated with the ramp rails 114:, are connected through lines 123 with contacts 124 corresponding' with said contact bars 121 and ramp rails 1111. The lopposite sides of each of the contacts 121 are connected through a line 125 with the brake magnet 82 which in turn is connected through the line 109 with the opposite side of the generator.

Then the train is operating at a low rate of speed the contact linger 119 Will engage only the primary Contact bar 120 and the circuit will be `broken intermediate the contact linger 119 and the Contact bars 121. ,As the speed increases the sliding head 118 is operated toward the left in Fig. 1 by the action of the governor lever S7, thereby carrying the contact finger 119 into engagek ment with the longest contact bar 121 which in the present instance is assumed to cor respond with the maximum speed of 20 miles per hour. [is the speed increases beyond this maximum the contact finger 119 isshifted to successively engage the medial contact bar 121 which is assumed to correspond with the rate of speed of 410 miles per hour and finally to `engage the short contact bar 121 which is assumed to correspond wi th the rate of speed of 60 miles per hour.

.lf while the contact finger 119 is engaged with contact bars 121 a ramp rail 114, located to engage the switch operator cor- .responding to the maximum rate of 20 miles per hour, such ramp rail 1141 Will cause the contact operator 116 to close the corresponding contact 121Y thereby closing the circuit from the generator al through the line 122 tothe primary contact bar 120 then throlflgh the Contact linger 119 to the contact bars 121 engaged by the linger 119, then through the line 123v to the corresponding switch 124 land through the line 125 tothe electromagnet 32 Which is connected through the line 109 withk the generator. Theclosing of the shunt circuit as traced causes the electromagnet 32 to lift its armature to operate the mechanism in the manner before described. The brake is thus applied to` a` degree and for an interval of time determined by the position of the inclined member 84, which in turn is reg ulated by the governor, to reduce the speed of the train to a rate less than 20 miles per hour.

1f, however, While running at a rate of less than 40 males per hour, a ramp rail corresponding to a maximum speed of .110 or 60 miles an hour is encountered, such ramp rail would cause the. closing of the corresponding contact 124 but such action Would be ineffective since the contact finger 119 Will not have made engagement with the corresponding contact bar 121 at such rate of speed. Thus the mechanism is not operated unless the train is exceeding the prescribed rate of speed. In the event that the train is exceeding the prescribed rate of speed the ramp rail 114: located in the track in position to engage the contact operator corresponding to the prescribed speed limit will close the contact 124 to cause the operation of the brake mechanism.

It Will be understood that the' irregular cam 99 is rotated continuously regardless of whether the train is standing still or is running at either a high or a low ratei of speed. This is accomplished by an independent driving motor or by operating it in unison With the generator Which is preferably operated by a steam turbine. The driving motor may be belted to a pulley 133 connected to the cam. The vibratory arm 96 and the contact 97 will therefore be in continual operation alternating the engagement of the con tact 97 with the contacts 101 and 102. Such engagement therefore will be of only momentary duration. If the engagement made With thecontact 101 to close the circuit momentarily through the brake operating magnet 32, occurs at the moment that the pushing actuator 23 is in position to engage With the slidingv operator bar 1&1, the brake operating mechanism would be subsequently operated. 1f, however, the brake magnet 32 Was only momentarily energized during the retrograde movement of the actuator bar 23 or When such bar is at the rearward limit of its stroke, and cooperating means were not provided to insure the operation of the brake mechanism, the brake magnet 32 might be de-energized and thereby release its armature, and elevate the slide 28 and the actuator 23 before the actuator could have performed its function of advancing the operator slide 14. To insure the operative engagement of the actuator bar 28 and 'the sliding operator 14: for a sui'iicient length of time to complete their operative movements, there is provided a detent 126 which engages the sliding plate 28 to hold the plate in its loWermost position When lowered by the attraction of the armature 81 of the magnet This detent 126 holds the plate 28 in its depressed position and the armature 81 in its elevated position untilA released by the subsequent manual restoring operation. Thus the pushing actuator 28 is permitted to ride upon the sliding operator bar 111 until lifted ltherefrom by the upward movement of the sliding head 1G of the 1 construction or the sliding head ,1r/7 of the Fig. d construction under the iniiuence of the piston 62' actuatedv by the spring 08. The pivoted detent 126 is pro vided with a cam arm 127 restingupon a stud 128 carried by the operatingarm of the cam The construction is such that upon the oscillation of the cam 06 during the restoring operation, the stud 128 ivill elevate the cam arm 1.27 to oscillate the `detent out of engagement with the sliding plate 28. The plate, being thus released, returns to its elevated position under the influence of the falling armature 81 vv...lich is operated ither by gravity or by`v ineans of a suitable retracting spring.

1n the circuit diagram of the opposition train Z, iny Fig. 1l, there is shown electrical .means for accomplishing the same result. This consists of a shunt circuit 129 adapt ed to be closed by the attraction of the armature 81. Thus when the magnet 32 is mo mentarily energized by the engagement of the Contact 97 with .the contact 101 and thereby momentarily attracts the armature 81, it closes the shunt circuit through the magnet 32 and the line 129 to the opposite side of the generator thereby continuing the flow of current through the magnet after the contact has been broken between the contacts 97 and 101. The armature 81 thus being held in its elevated position, will maintain 'the sliding plate 28 in depressed position thereby permitting the continuous operation of the sliding head las before mentioned. In this construction the armature may be restored and the shunt circuit broken manually as is the detent 126 of the mechanical construction.

Referring to the Wiring diagram of the train X. in Fig. 11 it Will be seen that the safety magnet 88 is contained in a circuit common With the signal magnet and with the brake magnet This circuit extends :from the generator through the line 109 to the brake magnet 82 then through the connector to the signal magnet 134. and through the second connector to the safety magnet 88 then through the line 180 which might be connected to the opposite side of the generator but Which instead is carried to the shoe Z9 from which the circuit is completed to the generator through the line 108. This makes the connecting line 108 a part of the circuit. lf the line 108 should be broken the safety magnet will be demagnetized thereby causing the operation of the brake operating mechanism. The same result would occur if the generator should be disconnected or if Wiring becomes disarranged or if any brake occurs in either of the magnets or in their intermediate connections. Thus, not only the magnets and their connections to the generator are protected but also the line 108 between the generator and the slid ing shoe o. lt will be noted, however, in the Wiring diagram of the train X in Fig. 11 that the lines 110, 111 and 112 are un 3rotected. That is, if either one or all of these lines 110, 111 and 112 should be broken, the safety circuit would not be interrupted and therefore the safety magnet 88 would not operatel to cause the application of the brakes. Referring now to the wiring circuit of' the train Z in Fig. 11, it will be noted that the line 180 from the safety magnet 88 is connected to the contact 102 whereby such safety circuit Will include not only the line 108 of the sliding contact shoe o to the gen erator but also the connecting line 112 intermediate the contact 102 and the sliding contact shoe b. This Will fully protect the line 112 whereby if such line is broken, the safety circuit is interrupted and the magnet 88 deenergized thereby causing anapplication of the brakes. safety magnet 88, instead of becoming connected directly With the brake magnet through the signal magnet, is connected through a line 181 With the contact 101 which in turn is connected through the line 110 with the signal magnet and brake inagnet, and thence to the generator. By this form of Wiring, the line 110 is made a portion of the safety circuit whereby if such line should be broken the safety circuit Would be interrupted and the magnet 88 doenergized to cause an application of the brakes. Thus in the diagram of the Win ing of train Z, the lines 110 and 112 together with the line 108 are fully protected by the safety magnet. In this form of Wiring the line 111 is the only point in the operating circuit Which has not been afforded ample protection.

In Fig. 1 the signal device has been shown as a bell. In Fig. 11 there is shown a signal magnet 184; Which when energized closes a signal light circuit 132. It is to be understood that the signal magnet and the brake magnet are so Wound as to respond under the influence of current of different voltage or the armatures 81 of the magnet 82 and armature 1410 of the magnet 184 are differently tensioned whereby the signal magnet Will operate at appreciable interval of time in To protect the line 110 the advance of the bleke magnet. The brake magnet and the slgne ffnet: are Se prepel'moneil in reln'tleiu ene n h he )`ne1',;m;

and fl'xence tn'ouffh the signal 1` fling ef the W i ndn )enacted the signed magma.. reni; (n

operante (le e11ex";zae fue 01' fluiten/. signal mi when he trains; me sepan; stantally twice the die ence et meid; the bleke lnfugnet is opel Le xd.. When, ehe'xvn, in Fig. il. *the brake mes lei'. is; epewted through several. rml Seel ne and twv inten Venng resistance unite c but ie nei; epe'a'ed ,110e sul The "eey e1: more throufrh three of such resisence ximite the l iude in fue mime y l ene'mm:

. D l 1 3. *1 I operate through wur er more 1: such 'remagnet sheue fx wenn@ ,ne zul; mfG-d Wren sxsmnee unls. Thls lggne" epemtmg; eaA jr-ent ecm'exaey when ".ez'lgelmeec effiwhen (ture 1s fully eet i'effh and deesl'lbe-(l m *jle prier apjjnheelen of Geerge h. Czmlpbe e- 1 meifeveed .leadfere referred to.

111 (l e ploeetwe www@ eysem ehem/n 1u Flg. l2 'there are employed 1n addi ieu 'te the Derfler, en glei-t wound. genresulte eempe scribed, 'e main iue eu?j out magnet 151 tl'olhng a make and breek conm( mem lme and two 2mm mon Le beth magnets eentrelmy' a, m breek Contact in the m' erfeu..

E will be noted t1 Y 'fenn of e ing the mein line out eut megane ,5.35 amil the snfey muguet S8 er" beth exfunpemiaded erdouble Wound. Theobjeetjn Compounding *We he eu'c'em the Safety magnet 88 be a'mr :1 field e the ewe margin ef safety by causing .it n( .its mnimtme uuleee seme part of Cuit breken ei? epeue@7 {fume/by f a. drop in potential. In, the Wiring eoxmame'- tion shown in FQ LL., when 11 071AY euea; is; defied through 'he l nel' by the approach mit' a seeemd im lnermzeed leed due 13e the ceuneeheu mil a end Z) by Lehe mec ""ee wein .m e( me causes the ge f Velia drop. Undef euch eefmhtleu ,(w me efnet, eweveaf. the peiling inu .L e eut out mike le,

,n.land the uppexf v The vu'te'lt ma;B let Wind' 1,4 ...frem'rtefl with genermel' :md eelme( te he ful'mtmfe L thence through et. shunt circuit 1&5 troni the positive side ot the gener-eter leeds to the contact 1116 controlled by the armature ot the sigi'ial menne-t andy thence through the line 115.7 to the pro-tec magnet 13G and then 'through line 1&8 to the yibretory conn tif-.ct 07; i. nf through. the line 111 to the shoe c. trom uf'hich it puss through the line 1h19 to the second protective magnet 137' and then through the line 150 to the Contact 102, through the line 112 to the shoe Zi and returns 'through the line 103 to the ne ntire side ot the `generator.

lt i ill be noted that every circuit is thus protected except the short line between the armature oit the signal magnet and the line 111-3 in which is included the signal loom This is unimportant as the b-file dperati .mechanism will operate rf. nether vthe signi lamp has been previously energized or not.

Thus it any line olf the system heitere traced should break. the setety megnet 83 Will be deenergined thereby permitting 'the arm 90 'to t .ll and :iy its action setting the hrelre mechanism in operation. rlhe generator being the shunt Winding o'l'f the mein line cut our magnet 135 is energized by current through the line troni the line 130 to the negative side ot the generator. The cut out magnet being energized, attracts its armature and thereby c osos the main circuit at the contact 14110 through the series windings ol the cut out magnet. 'the brake magnet. the signal mugnets and; the safety magnet en( im ne,

3 i then to the lcontact 101 thence bachi `through the line 141:2 to the second irinrfling ot the inegnet thence through the lino 1413 to the armriture 133, thirmgh the contect 144i; and the line 14st to the negatiif'e side oit the ueretor. This completes the local circuitk which keeps the safety mugi'net sutliciently energized to retain its yrmtdiure and the erm 00 in elevated position. llt the contact 101 and the Contact 07 are in engagement-:5.1. und the contact rails ci and Z) are bridged within 'the prescribed distance, a shunt circuit established through the line 11.1 from the contact 97 to thel shoe o and contact rail c, and thence through the bridge established by the opgesiiou train or otherwise to the contact rail Z), thence through the intervening resistance cto the shoe o and the line 103 to the negatire side ot the generator. it there is no opposition train sind no other bridging ot 'the conductors e und h occurs Within a dengerous distence no notion will i sult due o the resistance offered by the great exen of the conductors cv end and interwes LJ il. ed resistance c. however the shunt circuit is closed Within the prescribed distance su'liicient current will pass through such bridge to the opposite shoe b and then through the line 108 'to the opposite side ot the generutor. to operate the signal magnet Which ivill thereupon attract its urineture. closing Contact .146 to energize the signal lump 153. The signal lamp 153 is energized through the line 1115 'from the positive side et the generated' through the Contact 14.76j the ermature of the signal magnet end then through the lamp to the line then through the contact 14e' controlled by the u mature 133 oit the protectire 13G end 137, and then through iine 14A to the negative side of the generator. it. small amount of current Aflows from the positive side ot the generator through the line 145 to the contact 146 and then vithout passing said contact 1&3, through the line 1427 to the protective niagnet 136 then through the vibrating contact 97 and the shoe a back to the second protective magnet 137 then through the contact 102 end shoe to the negative side of the generator. This is strictly a protective circuit and is normally closed. lt serves to protect the shoes und the operating circuit. any of the lines or shoes should he broken, the armature 138 Will be released thereby opening the circuit through the seitety magnet 33.

Assinning noiv that the contacts 97 and 102 ere in engagement one with the other, the current flows :trom the positive side ot the generator through the lines 14:5 and 147 to the coil 13G thence through line 148 to the vibrating contact 97 aud through the contact 102, line 112 to the shoe b and thence through the line 103 to the negative side ot the generator. 1t Will be seen that the protective magnet 137 has been thus shunted. fit is to be understood, however, that the magnets 13G and 137 are oit high resistance end so lone` as the circuit Vis closed through one ot them the other coil may be shunted Without effect and the armature 1DO will he maintained in normal position. lsoivever, it, both magnets 13G and 137 were shunted at the same time the armeture 133 of course Would be released. rlhus either one et the protective magnets 136 and 137 is suiiicient to maintain the safety magnet 38 in a closed circuit independent ot the other protective magnet. Vthen the contacts 97 and 101 are in engagement, the protective magnet 136 Will be shunted or bridged, the current passing :from the positive side oi' the generator through the line 1397 the upper 'Winding ot magnet 135, magnets 32 und 134; end upper part oit mag net 83, and line 1er-1, as betere stated7 to the contact 101 Where it meets a very light current trom the magnet 136 through the line 111-8 to the contact 97. The magnet 136 being oln high resistance is bridged by said series of magnets of lower resistance. From the contacts 97 and 101 the current continues through the line 111 to the shoe a then through the line 149 to the magnet 137 then through the line 150, the contact 102, line 112 and line 108 to the opposite side of the generator. protective magnet 136 has been shunted. There are thus in reality two paths for current from the generator to contact 101, a high resistance circuit through the magnet 136, and a low resistance circuit through the series of cut-out, brake, signal and safety magnets which being the predominating course bridges the magnet 136 rendering it inoperative. Thus the protective magnets 136 and 137 are alternately short circuited but at no time do they simultaneously release their armature 138 unless the circuity should be accidentally opened by the breakage of some one of the lines.

While there has been shown for illustrative purposes an ordinary form of centrifugal gravity governor, it is to be understood that the invention is not in any sense limited thereto, but for practical operation, a governor not affected by vibration or jar, as fluid governors, spring governors, inertia governors, `or like control means will be found most desirable.

There is thus provided a constantly closed circuit system controlling the brake operating mechanism which is adapted to cause the application of the brake in the event that the controlling circuit is accidentally opened or in the event that an opposing train approaches within dangerous proximity and thereby closes a shunt circuit between two branches of the protected circuit. The coil. or magnet 88 which is located in the constantly closed local circuit affords such a degrec of resistance or in other words con-- sumes so much current that the current passing through this closed circuit is not sufficient to energize the brake magnet or relay 32 sufficiently to cause it to attract its armature 31 so long as the resistance afforded by the safetymagnet 88 is included in the circuit. Normally the brake magnet 32 and the safety magnet 88 are connected in series. However by the closing of the shunt circuit by the action of the distant train, the safety magnet 88 and the brake magnet 32 are connected in multiple thereby enabling the op-v eration of the brake magnet 32 while the safety magnet 88 will still continue to re-` ceive sufficient current to enable it to hold its armature and the arm 90 in elevated positions.

In automatic brake operating mechanism heretofore commonly employed it has been customary to cause the automatic mechanism to make an emergency application of the brake. In the present instance the automatic means operates the brake in exactly the same manner that the engineer would do so by manual effort. Instead of an emer- In this circuit the` `ILE! gency application the engineers control valve is operated to a service application and is automatically returned thence to lap position.. The interval of time between the service application and the .return to lap position is determined by the speed of the train.

From the above description it will be apparent that there is thus provided a device of the character described, possessing the particular features of advantage before enumerated as desirable but which obviously is susceptible of modication in its form, proportion,` detail `construction or arrangenient of part-s, without departing from the principle involved or sacrificing any of its advantages.

While in order to comply with the statutc, the invention has been described in language more or less specific as to certain structural features, it is to be understood that the invention is not limited to any specific details, but that the means and construction herein described comprise but one mode of putting the invention into effect, and the invention is therefore claimed broadly in any lof its possible forms or modifications within the scope ofthe appended claims. e

Having thus describedmy invention, I claim: n l

1. In a vehicle control mechanism, a brake, a control member therefor, capable of movement to different relative positions, an actuator for automatically actuating said control member movableinitially in one direction, and upon reaching the limit of the initial stroke automatically reversing the movement thereof through a retrograde movement of less extent than such initial movement. y l

2. 1n a vehicle control mechanism, the combination with lan air brake system including an engineers control valve therefor, of means for automatically operating the control valve to effect a service application of the brake and thereafter return the control valve to neutral or lap position, comprising a cylinder, a piston therein, actuating connections between the piston and con- -trol valve, means for admitting air under sequent return of said controlmember to neutral position and regulatingmeans tor automatically determiningr the l intervening interval of time bets-*een the initialoperation of said controlsmember and Vitsreturn to neutral. i i

il. In a .vehicle control mechanism, a brake, a movable brake control member, a control lever for the vehicle,` and fluid pressure means for initially operating thegbrake control member and the vehicle controllever simultaneously and thereafter automatically returning the' brakecvcontrol member to neutral position independentf'ofthe vehicle control lever. V

5. In a vehicle control mechanism, a'fluid pressure reservoir, a brake, a bralecontrol member', a control `ilevejr Afor the vehicle, independent actuating means for vehicle control lever and` brake control member for automatically operating the vehicle= control lever to neutral' position simultaneously With the movement of thejbrake.,ccntrolimember to apply the brake,.means for automatically returning the brake contrcl member to,neutral position independent ot the actuating ieans for the vehicle controllever.

6. In a vehicle control mechanismkazl'luid pressure reservoir, a brake,v,a brake control member, a cylinder, a piston thereinconnected with the brake control memberY and actuated byfluid pressure Yfrom the reservoir, and-fluid vpressure .operated stops to arrest the movement of the brake control member in either direction.

7. In a vehicle control mechanism, athrottle lever, means forautomatically actuating the throttle lever, andV electrical con trol means therefor including a normally closed circuit, and electrically Voperated member in said circuit, electrical resistance also in said .circuitnormally preventingthe operation `of the said electrically operated members, and a` shunt` circuit adapted to be closed by an independent distant vehicle to eliminate the influence of said` electrical resistance and thereby permit the. operation of said electrically operated member.

8. In a vehicle control mechanism, a brake, yautomatic operating ymeans therefor, -aiidelectrical contrcl means therefor including a normally closed circuitlan electrically yoperated member in said circuit, electrical .resistance in said circuitnormallypreventing the operation of' ,the Isaid electrically operated member, land Aa shunt circuiti adapted, to be closed byya'distant `vehicle to eliminate the influence ol said .electrical,resistance andthercby ,permit `the cperation of said electrically operated member.

9. In a vvehicle controlhmechanisin, a

`,brake,brake actuating meansksi` cont-rol member for. thevehiclefinotive power, automatic y.actuating .means for .Isaidcolntrol member,

electrical governing means forv they brake actuating` and control member actuating means including a normally closed circuit,

an electrically operated member in said circuit, electrical resistance also in said circuit lnormally preventing` the operation ot said electrically operated members, and a shunt circuit adapted to be closed by a distant vehicle to eliminate the influence oit said .electrical resistance and thereby permit the operation oi aid electrically operated. member.

Y IO. In a vehicle control mechanism, a control member, means for automatically actuating the control member, track positioned means for initiating the operation ot the actuating mechanism operative at certain predetermined speeds ot the vehicle and inoperative at other speeds thereoi", said actuating means being held in operative position ,solely by said track positioned means and permitted `to return to condition prepara- 'tory to the next operation, immediately upon vthe passage of the traclr positioned means.

ll. In vehicle control mechanism, a

brake, a brake control member, a control memberior the vehicle motive poiver, means controlled li'rom a distant point Yfor simultaneously operating both control members, and automatic means for subsequently reversing the brake control member independent ot the control member oit the vehicle motive power.

l2. In an apparatus oi the character described the combination with an air brake mechanism capable of adjustment to ruin ning service and lap7 positionner fluid pressure operated means to automatically ad:

Ajust said air brake mechanism 'from running vposition to service7 position and thence to lap position, substantially as specified.

13. In an apparatus ot the character de scribed, a closed electric circuit, normally active electrically controlled member and a normally inactive electrically controlled member, both in said circuit, avehicle control mechanism common to both the normally ,active and normally inactive. electrically controlled ,members`r each ol said electricaliv ccntrolled members being adapted to independently eiiect the operation ci? the vehicle control mechanism by the decnergization of the normally active member or the action oi the normally inactive member, and means by `which the normally inactive member mav Vent the operation of said electrically operated memberl under normal conditions of use, and means tor nullitying the influence ot said resistance meant:y by the operation of a distant rehicle whereby the operation ot said brake operating member is eliected.

l5. ln a vehicle control mechanism, the combination with bralre mechanism ot an electrically operated member tor eli'ecting the operation of said lu'alre mechanism, a source ol.: elect. ical energy, a normally closed electrical circuit in vwhich said electrically operated member is included, means in said circuit affording sullicient resistance to prevent the operation of said electrically operated memberl under normal conditions oit use, and a shunt circuit controlled by a distant vehicle adapted to pass current through the brake operating member independent of the resistance means thereby effecting.;- the operation of said member.

16. ln a vehicle control mechanism, a brake, a brake control member, a control member for the motive power, means including an electric circuit controlled by a distant vehicle ttor simultaneously operating both control members, and for subsequently re versinf,r the bralre control member independent of the control. member of the motive power.

17. ln a Vehicle control mechanism, the combination With brake mechanism oit electrically operated member for effecting the operation of said brake mechanism, a source ot' electrical energy, a normally closed electrical circuit in `which said electrically operated member is included, means in said circuit', affording` sullicient resistance to prerent the operation oit said electrically open ated member under normal conditions oit use, and a shunt bridged. across the said normally closed. circuit by a distant Vehicle adapted to nullilfy the elfe-ct ot the said resistance means.

18. In a vehicle control mechanism., the combination with bralre mechanism ot electrical y operated means iter ellectinglthe operation ot the brake, a source ot electrical energy, a resistance means, a normally closed circuit in which the resistance means and the operating` means are connected in series with said source ol electrical energy, said resistance beingh sullirient to prevent the operation o'l the operating means., and means for closinfal` said circuit through the bralre operating' means by the action of a distant vehicle and independent ol the resistance means.

19. In a vehicle control mechanism, aI brake, a braker control member, a control member for the vehicle motive power, a normally closed electric circuit, and means for operating both control members and means for automatically reversing the bralre control member independent of the motive power control member upon the opening of the normally closed circuit.

20. ln mechanism olE the character described, electrically operated `chicle control mechanism a movable Vehicle controlled thereby, a 'lor ially closed electric circuit, a shunt circuit, rt 'ce in said shunt circuit ed by tht movement oit the vehicle,

'or closi; p; the shunt circuit at a distant point rffutside the vehicle, said vehicle control mech .sin being, controlled by either oi said cirmils.y whereby the opening` et' the normally closed circuit or the passage of current through the shunt circuit when the yehicle has approached within predetermined range ci' the die in circuit ii-losina pointwill cause the operation oit the yehicle control mechanism.

2l. In vehicle control mechanism, amovable `-vehicle, a control member tor the Vehicle motive poner, a normally closed eleccircu L, a slumt circuit, the resistance ol Wnich ya ics with the movement oil the yehicle, means for closing 'the shunt circuit at a distant point outside the Vehicle, means controlled by either ol" the circuits for operating` the mo ire power control member, the construction and arrai'zgement being' such that the ojgzening of the normally closed circuit or the ot current through tl i shunt circuit will cause the ation ot the motive power control mem, when the yeprescribed hicle has approached rw t olosinflj point.

range oit the distant Y 5 in mechanism ot the character described, a 'Vehicle equipped with. movable throttle control means and an bralre apparatus, the cnaineeids Y ,e oli which is mm2 "ble to rimni n servire and lap7 posi- .lions, clnuactcrired by apparatus iter auto inaticaf inpthe vthrottle control means to cut oli position and the t y .ceras Je ot the air brake appa ,tous from Crunning to Cserrice position and thence to lap position leaving' the throttle in its cut oil position, substantially as specined.

A vehicle control member, actuating means therefor i ncludi a member, continuomsly operating; acti iti"A means adapted to actuate 'the driven member to a d tro nornially inopcrati'vel'a positionel in relation Wi th the driven in iber, means for relatively shitting' the dri-ien me." l er and actuating means into operativo rel: nfhereby said driven nlernbe; irill be initn y operated first in one directzon and then in the op,3o. .si.te direction, arf'l means lor autr matically varying rthe interval ot ime Atween the initial operation and the retrac-` tion of the d member.

24%. la `Vehicle control member, automatic tl t3 

